PDT Aug 24 Class

[LowlyPropCapt]

1. pack valves

2. Bleeds close

3. 300 pack switches have an off position

4. hmm don't know the book answer... I'm guessing they want 12 O'clock position in the 200 and norm in the 300... they both do fine at max.

5.no

6. you cannot... Ptu uses number 1 system pressure to move number 2 system fluid. With no fluid on the number 2 side that won't work.

7. 200 kias

 

[lear24]

How can the ACM on the Dash-8-311 be shut down without shutting off the engine bleed air source. I'm assuming the Nacelle Shutoff Valve.

By turning off the pack with the respective pack switch (off-man-auto switch).
​

When operating the Dash-8-201/311 APU bleed air on the ground, what position must the MIN/MAX selector be in?

201 - twelve o'clock position or max if needed.
311 - norm or max if needed.
​

 

[LowlyPropCapt]

How can the ACM on the Dash-8-311 be shut down without shutting off the engine bleed air source. I'm assuming the Nacelle Shutoff Valve.

By turning off the pack with the respective pack switch (off-man-auto switch).


​

When operating the Dash-8-201/311 APU bleed air on the ground, what position must the MIN/MAX selector be in?

201 - twelve o'clock position or max if needed.

311 - norm or max if needed.

​

Trust me... You need the flow selector at max. What a silly question!

As far as the pack OFF-MAN-AUTO switches... They are connected to each Bleed Pressure Regulator and Shut Off Valve that is downstream of the nacelle SOV. That allows both bleeds to feed the other pack.

 

[lear24]

Trust me... You need the flow selector at max. What a silly question!

Actually, we said the same thing, just differently. We all know what needs to be done to survive a hot day.

 

[PA31Ho]

Thanks for the answers fellas! Hopefully I'll see you on the line soon!

 

[FR8mastr]

You dont want to leave the packs in Man as they will freez up after a little while. leave them in auto. Sometimes you can throw them in man. for a short time and it seems to help.

 

[PA31Ho]

What are derived values?

 

[Dash8301]

Derived Values are what we add to the ceiling and visibility requrements for listing an alternate.

For Airports with one NAV Facility (I.E. ILS only) - Straght in or circling apporach:

Add 400 Ft to HAA or HAT and 1 AM to visibility minimum

For Airports with two nav facilities (I.E. ILS and VOR) - Straight in approaches to different suitable runways:

add 200ft to the Higher HAT and 1/2 SM to the Higher Visbility minimum.

DCA is an example of an airport where although it has two different approaches to different suitible runways it is still better to add the 400 and 1 to the ILS because adding 200 and 1/2 to the higher of the two results in a higher min.

 

[PA31Ho]

okay, so they are specified numbers... i wasn't sure if it was different depending on what airport.


thanks

 

[PA31Ho]

So DCA would be 600 and 1 1/2 then? Adding the 400 to the HAT.

 

[PA31Ho]

Anybody have insight on which bases have shortest reserve time?

 

[skychicken]

It's anybody's guess right now. They shrunk lines in LGA so there are going to be like 8 of us on reserve in sept. and in SYR they have like four on reserve, but October will be different yet again. All the flying is shifting around and nobody knows where it will end!!

 

[OPECJet]

Just grab your ankles like the rest of us....

 

[PA31Ho]

yea, I suppose ..heh

 

[Dash8]

serve your time, theres no quick and easy answers

 

[PA31Ho]

judging by your current position, i'll take your advise. going to watch National Geographic special about 9/11 and get pissed...

 

[mnalpha]

the instructor, knows you dont have answers to those questions, he will zerox a copy of that section the first couple days of class for you. and the first night in the hotel (total-craphole) you guys will all get together and review the take home tests. two tips. 1.review limitions now, and 2.there is a lot of foot stomping in class bythe instructor, when he repeats something that means it will be on the test, so write that crap down. well one more thing prepare for the sim if you can now, they have been canning people in the first 2-4 lessons if they are not keeping up, for some reason they dont want to help you out too much in the box.

 

[OPECJet]

Don't let the above post scare you unless you're not proficient in the basics. That being said, have the flows and callouts down cold before setting foot in the sim. That's what will get you the door treatment.

Also, attitude is VERY important. Show them you're willing to do what you have to do and then some, and you'll be fine.

With the limitations, don't worry too much about the autopilot, and FMS stuff. There are only a couple of them that mean anything to a trainee, and they'll go over that in class. If you still don't know what the important ones are, flag down someone on an overnight in the hotel. Spend your limitations time learning the speeds, weights, and engine crap.

Spend a little time with the systems stuff before training, but don't give yourself a headache with it either.

 

[PA31Ho]

thanks for the last couple of posts. I'm probably going to rent a plane with an instructor and do some approaches under the hood. I haven't been flying instruments much lately, so I just want to be prepared. When we are paired up in the sim, we switch seats right? So I'll have to do the PIC callouts and vice versa?

 

[OPECJet]

Other than asking for the originating / receiving cecklist, and before starts, there really are no CA callouts.